Crossing protective system



Sept. 3, 1940. J. M. EVANS 2,213,308

CROSSING PROTECTIVE SYSTEM Filed oct. 29. 1956 4 sheets-sheet 1ATTORNEYS.y

sept. 3, 1940. J. M. EVANS 2,213,308

CROSS ING PROTECTIVE SYSTEM INVENTOR. .71422765 M .57i/4725.

A TTORNE YS.

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Sept. 3, 1940. J. M, EVANS 2,213,308

CROSS ING PROTECTIVE SYSTEM Filed Oct. 29, 1956 4 Sheets-Sheet 5INVENTOR. .72277765 7. .ZTI/472s,

ATTORNEYS.

Sept 3, 1940. J. M. EVANS CROSSING PROTECTIVE SYSTEM FilC-d Oct. 29,1956 4 Sheets-Sheet 4 Patented Sept. 3, 1940 UNITED STATES PATENT oFFlcECROSSING PROTECTIVE SYSTEM James Moore Evans, Detroit, Mich., assignorto Grade Crossing Guard Corp., Memphis, Tenn., a corporation ofTennessee Application October 29, 1936, Serial No. 108,150

4 Claims.

' f projectable and retractable barrier type.

The -co-pending application of the present applicant, Serial No.108,149, led October 29, 1936, now Patent No. 2,164,610, and assigned'tothe assignee of the present application, discloses and claims certainfeatures of an improved barrier type protective system for railway,highway, or other crossings. For the purposes of the presentdescription, the co-pending construction comprises generally a pluralityof'barriers, located at opposite sides of the crossing to be protected,and suitably imbedded in the roadway surface. The barriers normallyoccupy retracted positions in which the'surfaces thereof are flush withthe roadway surfaces, and are adapted to be projected a predetermineddistance above the surface of the roadway to present positive barriersby which vehicles may be brought to rest and prevented from entering theprotected crossing. i

In the speciiic form illustrated, the present invention is directed tothe provision of an improved warning light system for the barriersdisclosed in the above identified co-pending application. As will beappreciated from a complete understanding of the present invention,however, certain features thereof are applicable to barriers ofconstructions other than the construction of the co-pending application,and are also applicabie to protective devices of other than the barriertype. The illustration of the present invention, accordingly, inconnection with a specific form of barrier, and as embodied in specificforms, is to be regarded in an illustrative and not inV a limitingsense, and the term barrier as used in the following description and inthe claims is intended, except where the context requires otherwise, togenerically referto movable protective devices positioned to obstruct orsimilarly impede the approaching traflic; to provide such a systemembodying one or more` stationary light forces associated with the lighttransmitting signal elements and one or more reilecting elements' toreilect light from the light sources onto the lenses.

Further objects of the present invention are to provide a system of theabove stated character, in which the lenses, reflecting elements, andlight sources are so related that as the barriers rise, the beams oflight are directed along the roadway at a substantially constant angleto the roadway; to provide such a system in which the reectors moveangularly relatively to the lenses and the light sources during barriermovements to thereby compensate for the relative movements between thelight sources and the lenses; and to provide such a system in which thereectors are pivotally carried by the barriers, and are provided withactuating means responsive to the barrier movements to vary the angular'positions of the reflectors.A

Further objects of the present invention are to provide a signal controlsystem' for a-barrier-type protective system, including elementsresponsive to the arrival of a vehicle within a predetermined,

tem including elements responsive tothe barrier movements and connectedto control the lamps jointly with the vehicle controlled elements, tothereby insure correct signal operation.

which appear in the following description and in the appended claims,preferred but illustrative embodiments of the invention are shown intheaccompanying drawings, throughout the several views of whichcorresponding reference charac- With the above and other objects in view35 ters are usedto designate corresponding parts and in which-:-

Figures l and 2, taken together, with Fig. 2 considered as placed to theright of Fig. l, constitute a view in perspective of a barrier device ofthe type with which the lighting and signal systems of the presentinvention are preferably utilized;

Fig. 1A is a detail view of va controller element; Fig. 3 is a view invertical, .transverse section, taken along the line 3-3 of Fig. 1; Fig.4 is a fragmentary view in elevation, taken along the line 4 4 of Fig.3;

Fig. 5 is a view in transverse section through a barrier, showing amodified embodiment of the present invention;

Fig. 6 is a view in elevation, taken along the line G- of Fig. 5;

Fig. 6A is a sectional View taken on the line (iA-6A of Fig. 5;

Fig. 7 is a fragmentary view of a further modication of the presentinvention;

Fig. 8 is a schematic diagram of a preferred arrangement of trackcontrol circuits which may be used in the practice of the presentinvention in connection with railroad crossings; and,

Fig. 9 is a schematic diagram of the lighting control circuit of thepresent invention which is applicable to the various specificembodiments thereof shown in the above identified figures.

Referring first to Figs. 1 and 2, for an understanding of the generalfeatures of the barrier construction of the above identified co-pendingapplication, each barrier 20 is of a shell-like form, generallytriangular in vertical transverse section, having a top surface and agenerally arcuately formed forward or impact surface 2,2. Each barrier20 is resiliently hinged at its rear corner to the rear wall of anassociated casing member 24, adjacent the upper edge thereof. Eachcasing 24 is suitably imbedded in a pit formed in the associatedroadway. In the retracted position of each barrier, (Fig. 3) the topsurface thereof lies substantially flush with the top of the associatedcasing and with the associated roadway and consequently forms acontinuation of the latter, over which vehicles may pass withoutobstruction. In the illustrated projected position, the forward face ofeach barrier, including the impact portion and the skirt portion, israised a substantial distance above the surface of the roadway, andconstitutes a positive barrier, which, upon being engaged by the wheelsof an approaching vehicle, serves to forcibly bring the vehicle to restand prevent its passing into the crossing with which the barrier isassociated. The impact portion 22 of each barrier is preferablyreversely bent in relation to the skirt portion `23, the inclination andheight of the impact portion above a roadway being so related thatvehicles striking the barriers are brought to rest without injury to theoccupants thereof. The particular formation of the barrier to accomplishthis purpose is disclosed and claimed in the co-pending application ofEdward S. Evans, Serial No. 33,037, filed July 25, 1935, on which PatentNo. 2,075,892 was granted April 6, 1937, and assigned to the sameassignee as the present application.

A complete installation of the barrier devices, as shown in theschematic diagram, Fig. 8, preferably comprises at least two barriers 20at each side of the crossing to be constructed, those at each side beingarranged in end to end relation, and disposed for control by a singledrive unit 26. Each drive unit 26, as better shown in Fig. 1, comprisesgenerally a combined motor and brake unit 28, connected through aflywheel sprocket 30 and a flexible coupling 32, to the crankshaft 34 ofthe adjacent barrier 20. The other end of the just mentioned crank shaft34 is coupled as by a coupling similar to coupling 32, to the crankshaftof the immediately adjacent barrier 20. Each crankshaft 34 is connectedto its associated barrier 2D through a plurality of connecting arms. Theconnection between each crankshaft and connecting arm 36 is of a lostmotion type, so arranged that movement of the crankshaft in a barrierretracting direction positively pulls` the'associated barrier down,through the associated arm 36. The raising movement is effected througha plurality of torsion springs 38, one end of each of which is connectedto the associated casing 24, and the other end of each of which isconnected to the associated barrier through an arm 40. During a raisingmovement, the crankshaft motion permits the barrier to be lifted throughthe force supplied by the torsion springs 38. The lost motion connectionbetween the crankshaft and the associated arm permits the barrier to beretracted against the force of the torsion springs, as by the passagethereover of a vehicle, independently of the rotative position of theassociated crankshaft. The barriers associated with outgoing traic lanesare preferably retractable in the just stated manner at any stage oftheir movement. The barriers associated with the oncoming trac lanesare, however, preferably provided with locking arms 42, which becomeeffective when the barrier reaches the fully raised position tomechanically lock it in such position and prevent the just mentioneddepressing movement.

The drive unit 26 and the control system associated therewith, whichform the subject matter of a separate copending application of thepresent applicant, Serial No. 109,941, filed November 9, 1936, andassigned to the same assignee of the present application, is such thatupon the approach of a train or other vehicle to the crossing to beprotected, the drive unit starts in operation, and permits the barrierto rise to an intermediate or warning position, at which time it istemporarily stopped. The warning height is preferably just sufficient toexpose the herein- I after described signal elements associated with thebarrier. After the predetermined interval, the barrier movements arecontinued until the barriers reach their fully projected positions', inwhich positions they are retained until the passage past theintersection of the vehicle or vehicles which initiated their movement.

Considering now the elements of the system to which the presentapplication is particularly directed, and referring to Figures 3 and 4,as well as to Figures 1 and 2, the forward face of each barrier isprovided with a plurality of cut-outs 5G, one thereof being illustratedas positioned adjacent one end of the barrier and another thereof aspositioned adjacent the other end of each barrier. Each cut-out 50 isprovided with a refracting lens 52, the outer face of which is planarand the inner face of which is provided with a plurality of horizontallyextending serrations 54 which impart refracting characteristics thereto.Each lens 52, preferably circular in section and of a suitable colorsuch as red, is seated against an anular shoulder 56 formed in aninwardly extending collar 58, formed in the associated barrier face.Each lens is preferably permanently bonded, as by cementing, within theassociated collar.

The forward face of each barrier is also preferably provided with aplurality of cut-outs, arranged to define letters, and each such cut-outis preferably provided with a reflecting bullseye lens, such as 60. Theletters thus defined spell out suitable information, the illustratedarrangement including two pairs of the letter R, and the word Stop Aswill be appreciated, the light of approaching vehicles is reflected bythe bulls-eyes.

Light for the lenses 52 is supplied by a plurality of stationary lampunits 62, the attaching nipple 64 of each of which is secured to aconduit 7'5 box 66, included in a conduit line 68 which extends alongthe base of the associated casing 24. The direct beam from each lamp 'i2is received by a reflector 'l0 individual thereto, and is directedthereby to the associated lens 54. Each lamp 52, reflector l and lens 52thus constitute a light transmitting system, disposed to direct a `beamof light along the associated roadway in the direction of approach ofoncoming vehicles. i

Lugs H at each side of each reector 10 are pivotally supported on pinsl2, which are journalled in arms 14, which depend from the upper surfaceof the associated barrier 20. The right-hand lug ll, as `viewed in Fig.4, is extended to provide a cam track 26, which receives a pin "18carried at the end of a bracket 80, the right-hand end of which issecured to the barrier casing 24 by studs 82.

With this arrangement, as will be appreciated, a raising or loweringmovement of the barrier 20, which occurs about a center 84 as an axis,is accompanied by a corresponding tilting of each reflector "F0 aboutthe pins 12, as an axis. The angle between each reflector 'I0 and thebeams from the associated light 62 is a minimum when the barrier is inthe retracted position, as appears clearly in Fig. 3, and this angle isgradually increased as the barrier is projected. The swinging of eachreflector 'l0 relative to its light source 62 is accompanied by acorresponding tilting of the associated lens 52 relative to the lightsource. The tilting of the reflectors is so relat/ed to the tilting ofthe lenses, that throughout the raising and lowering movements of eachbarrier, the substantially uniform beams of light from the lightsources, refracted by the lenses,

remain at a substantially uniform angle, preferably of the order of aone degree rising angle, to the roadway. Accordingly, from the timeduring the initial movement of each barrier that the associated lenses52 become exposed above the roadway, an intense beam of light isprojected along the roadway at a slightly rising angle. The warninglights thus provided by the barrier are initially visible at asubstantial distance from the barrier and remain brilliantly visible asthe barrier is approached.

It will be noticed that in the retracted position of the barrier, shownin Fig. 3, the lens 52 is positioned slightly below the axis 84 of thepivotal movement of the barrier. The initial barrier elevating movementtherefore causes the lens to have a horizontal component of movement tothe left (Fig. 3) relative to the lamp 62. This leftward component ofmovement continues until the lens 52 is elevated to the level of theaxis 84, after which continued elevating movement of the lens 52 impartsto it a rightward horizontal component of movement relative to the lamp.In order to compensate for the just-mentioned reversal in direction ofthe horizontal components of movement of the lens 52 relative to thelamp 62, the curvature of the initially active portion of the cam track16 is slightly angularly deflected from the main portion thereof, thejoinder between the two portions being indicated at 16a.

In the modified embodiment of Figs. 5, 6 and 6A, the general arrangementis as described with reference to the preceding figures andcorresponding refe-rence characters are used to designate thecorresponding parts. In this instance, two reflecting members areutilized. lOne of these, designated |00, is stationary with respect tothe associated barrier 20, and is secured thereto by a plurality ofstuds |02. The other reflecting member |04 is provided with lugs |06, bywhich, through pins |08, it is pivotally connected to the associatedbarrier 20 in a manner similar to that described with reference to Figs.3 and 4. The pins |08 are journaled in arms H0, which depend from thebarriers upper surface. In the fully raised position of the barrier,each reflector |04 is disposed parallel and in flush relation to theadjacent stationary reector |00, and thus acts as a continuation of thelatter.

To eifect the tilting of each of the movable reflectors |04, eachthereof is provided with a pinion engaging rack ||2, which continuouslyengages a drive pinion ||4. Each reiiector |04 is connected to theassociated rack ||2 through an intermediate link ||6, pivotallyconnected at one end to the associated reector by a pin H8 andcorrespondingly connected to the assoi ciated rack by a pin |20.

Each rack H2 is guided in a guide member E 22, and is restrained therebyagainst movement out of meshing relation to the drive pinion |4. Each'guide 22 is secured, by studs |23, to the spaced brackets |26 whichproject outwardly from the wall of the barrier 24. 'Ihe drive pinionilli is rotatably supported upon a trunnion 24, vthe opposite ends ofwhich are journalled in the brackets |26. Brackets |26 are secured tothe rear face of the barrier casing 24 by studs |30.

The trunnion |24 also carries a second and smaller pinion |32, which isdisposed for rotation in accordance with the up-and-down movements ofthe associated barrier by a rack |313, the supporting arm |36 of which,of adjustable length, is pivotally connected to the barrier by a pin |38journalled in a boss |40, secured to the barriers surface by studs |42.A roller guide |44 is rotatably supported adjacent the rack |34 upon apin |46, which extends from one of the previously mentioned supportingbrackets |26. Roller |44 acts to maintain rack |34 in continuous meshingengagement with pinion |32.

With this arrangement, it will be evident that an up or down movement ofeach barrier 2t eiects a corresponding up or down movement of each ofthe associated links |36, and correspondingly Arotates the pinions |32associated therewith. The rotation of the pinions |32 is amplified bythe larger pinions H4 and such amplied motion is transmitted to theassociated reectors |04 through the racks ||2 and connecting links H6.Each reflector |04 thus tilts relative to its associated barrier 20 in amanner similar to that described with reference to the reiiectors '10.The relation of the parts is such that, as in the previous describedmodification, the direct beam from each lamp 62 is continuously directedagainst the associated lens 52 during the up-and-down movement. Thereectors |04, in moving, thus compensate for the change in relativeposition of the lenses 52 and the lamps ,62. In the embodiment now beingdescribed, the movements of the refiectors |04, as influenced by thegear train, are continuous in direction and the compensation for thereversal in direction of the horizontal components of movement,described with reference to Figs. 3 and 4, is not provided. With thearrangement of Figs. 5 and 6, accordingly, it is preferred to adjust themechanism so that the beams of 15,7

Cil

light bear the desired angularity to the highway from the time thebarrier reaches the previously described partially elevated or warningposition until the fully projected position is reached.

A somewhat simpler arrangement is illustrated in Fig. 7, in which areflector IGI] is stationarily supported in a barrier 20, adjacent anassociated lens 52, by a supporting member |62, one end of which isattached to the barrier forward face. Preferably, reflector ISD is soangled relative to the light source and relative to the lens 52 thatwhen the barrier reaches maximum elevated position, a direct intensebeam of light is directed along the roadway substantially parallelthereto. During the initial raising movements, it will be appreciated,light reaching approaching vehicles will be a diffused relatively lessintense light. The degree of light transmitted thus constitutes anindication of the degree to which the barrier is elevated.

In a broad sense, the lighting up of the warning signals may be effectedin various ways. Preferably it occurs as an incident to the actuation ofthe barriers, and takes place at or near the beginning of the projectingmovement of the barriers. It is preferred also that the warning signalsbe of the intermittent or flasher type. In many instances, it is foundthat the warning signals described hereinbefore, and comprising the twowarning lights at either end of each barrier, and the illuminatedwarning letters, are sufficient to constitute the complete signalsystem. In other instances, it is found desirable to supplement thewarning signals thus provided by crossing signals of the general typeheretofore in use, and in certain cases to further supplement suchsignals by the use of bells or similar devices.

The remaining two figures, 8 and 9, disclose a preferred control systemfor actuating the various signal elements associated with the system,Fig. 8 illustrating diagrammatically a preferred track controlarrangement which may be used where the barriers are associated with therailroad crossing system, and Fig. 9 showing the various controlelements which respond to the track control system and directly effectthe lighting of the signals.

Referring first to Fig. 8, the two rails forming a track TI are providedwithl blocks of insulating material |50, which form a block or tracksection extending from a point a substantial distance at one side of thecrossing to a point a shorter distance on the other side of thecrossing. The two rails of track T2 are similarly divided into a blocksection of similar extent but disposed in opposite relation to thecrossing, it being assumed that traffic on the two tracks travels in thedirections indicated by the arrows. The block section associated withtrack TI is provided with a source of track circuit energy illustratedas a conventional battery TBI, the terminals of which are connecteddirectly across the two rails of track TI, in series with a currentlimiting resistor RI and a conventional switch SI. A relay TRI isdirectly connected across the rails of track TI adjacent the end of thetrack section remote from that at which the battery TBI is connected.Track section T2 is similarly provided, with a track relay'TRE connectedacross the rails adjacent one end of the track, and a battery TBZconnected across the rails adjacent the other end of the track, inseries with a current limiting resistor and a control switch S2.

The switches SI and S2 are continuously closed, as long as the system isin service, and it will be appreciated therefore that track relays TRIand TR2 are continuously supplied with current from their associatedbatteries TBI and TB2, the circuits extending through the rails of theassociated track sections.

As long as no vehicle, effective to form a shunt circuit between the tworails of either section, of lower resistance than the resistances of therelay TRI and TR2, as the case may be, occupies either section, bothrelays TRI and TR2 remain sufficiently energized to hold the contactsTRII and TR2I thereof in the closed position, in which position theycomplete an energizing cicuit for the coil of a control relay XR, whichcircuit extends from the positive line conductor through the contactsTRI I, TR2I, and the coil of relay XR in series, to the negative lineconductor.

If a vehicle, effective in accordance with conventional railwaysignalling practice to form a shunt circuit between the rails of lowerresistance than a track relay, enters track section TI or track sectionT2, the corresponding track relay TRI or TR2 is so far de-energized asto release its contact to the open position, interrupting the justdescribed energizing circuit for the control relay XR.

If the shunting vehicles leave the associated track section, thecorresponding track relay TRI or TR2 again becomes fully energized, and,by reclosing its contact, recompletes the energizing circuit for thecontrol relay XR. It will be appreciated, accordingly, that relay XRrespondsto the presence in the track sections of vehicles, by assumingthe de-energized position, and responds to the departure from the tracksections of vehicles by resuming its energized position. It will beappreciated that this is but one of a large number of conventional trackcircuits, any one of which will accomplish a generally similar result ingiving protection to the many varied combinations of train movements.

Referring now particularly to Fig. 9, the control relay XR of Fig. 8 isprovided with two normally closed contacts designated XRI and XRZ whichrespectively control the lighting and flasher circuits in thehereinafter described manner. The control system of Fig. 9 also includesa polarized or double coil flasher relay FL, having the contacts FLI,FL2 and FL3. In the de-energized condition of the relay FL, the contactsF'LI, FLZ and FLS occupy either the illustrated positions in which theyare in engagement with the left-hand stationary contacts, or oppositepositions in engagement with the opposite stationary contacts, dependingupon which of the two relay coils a and b is last energized.

The previously identied lamps 62, located in the respective barriercasings, are shown schematically in Fig. 9, and bear the same referencecharacters as in the corresponding diagram in Fig. 8. The two lamps 62may be assumed to be associated with one of the barriers at one side ofthe track and the two lamps 62a may be assumed to be associated with themmediate adjacent barrier at the same side of the track. Two lamps 62Amay be assumed to be associated with one of the barriers at the oppositeside of the track, and the remaining two lamps 62Aa may be assumed to beassociated with the adjacent barrier at such opposite side of the track.As will be evident, the circuits for the just identified lamps arecontrolled bythe flasher relay contacts FL3 and FLI, respectively.

In addition to the flasher lamps just identied, the control system ofFig. 9 provides for the operation of warning bells |10 and |12, whichmay be located at the respectively opposite sides of the crossing, andalso for traliic lights lili and |16, which may also be located atrespectively opposite sides of the crossing, as indicated in Fig. 8.

The various relay contacts are shown in Fig. 9 in the positions occupiedthereby when the associated coils are de-energized. Normally, however,the control relay XR. of Fig. 8 remains energized, so that, accordingly,the relay contacts XEI and XE2 of Fig. 9 normally occupy positionsopposite to those shown in which the corresponding circuits are open.Normally, accordingly, the circuits for both series of lamps E2, etc.and for the coils oi the asher relay FL are open.

Assuming that a vehicle effective to shunt the track circuits enterseither of the track sections identiied in Fig. 8, the control relay XRbecomes de-energized as previously described, permitting the Contact XEIand XE2 to move to the positions illustrated in Fig. 9. Closure ofcontact XE! completes circuit for the two series of lamps $2, etc. asdescribed in detail hereinafter; and also rcompletes the circuit for thetraffic lights |14 and HB. The latter circuit extends from a suitablesource of current supply through contact XRi, conductor |89, and throughthe two lamps |14 and |16 in parallel to an opposite supply terminal. Inresponse to this action, the traffic lights become illuminated andremain so as long as the control relay XE remains de-energized.

Closure of contacts XE2 completes the circuit ior the coil b oi theasher relay FL, which circuit extends from the illustrated positive lineconductor through Contact XE2, relay contact FLZ and through coil b tothe negative line conductor. Completion of this circuit causes theflasher relay FL to throw the contacts FLI, PL2 and F113 to the oppositeposition into engagement with the right-hand ones of the associatedstationary contacts.

This movement of contact FLE de-energizes the coil b, but completes anenergizing circuit for the coil a, which circuit is similar to that justtraced for coil bl. The now energized coil a throws contact FLZ to theillustrated position, de-energ'izing itself, and re-energizing coil b.Energization of coil a also throws the contacts FL3 and FLI intoengagement with the left-hand ones of the stationary contact associatedtherewith. It is seen, therefore, that closure of contacts XE2 causesalternate energization and de-energization of the flasher relay coils aand b, resulting in the contacts EL3 vand FL being vibrated between theright hand and left hand positions thereof. It will be appreciated thatthe rate of this vibratory action depends entirely upon the design ofthe relay and may be varied between rather wide limits.

At each engagement of the relay contact FLI with the right handstationary contact, a circuit is completed for one of the lamps 62 andone of the lamps 62a. The simultaneous engagement of contact FLE withthe right hand stationary contact completes a circuit for one of thelamps 62A and one of the lamps SZAa. In the right hand position of therelay contacts,

ergization of the warning lights 62, etc., the

accordingly, one lamp is lighted at each end of each barrier at eachsidev of the intersection.

It is thought to be evident that when the contacts FLi and FLS' engagethe left-hand stationary contacts, respectively, circuits are 25completed for the remaining lamps 62 and 62a at one side oftheintersection, and the remaining lamps 52A and 52A@ at the other side oithe intersection. The lights at the two ends of each of the barriers atthe intersection, there- "10 fore, are alternately lighted andextinguished, the light at one end being lighted during the times thelight at the other end is extinguished. An eiective flasher type signalis thus provided.

It will be noted that the stationary contacts for moving contacts FL!and FL3 are crossconnected, one stationary contact being associated withlights at one side of the crossing and the other stationary contactbeingassociated with lights at the opposite side of thefcrossing. 20Thus, even though one or the other moving contacts FLI or FL3 may `fall,at least vpart of the lights at each side'oi the crossing are effective.

Closure of the control relay contacts: XE2 also completes the circuitfor the two warning bells 'iil and i12, which circuit extends from thepositive line conductor through contacts XE2 and thence through thebells HU and |12 in parallel, to the negative line conductor.

As described in detail in the co-pending application of the presentapplicant, Serial No. 199,941.1, filed November 9, 1936, and assigned tothe same assignee as the present application, the de-energization ofrelay XE of Fig.' 8 also "35 results in initiating the upwardy movementsof the barriers. These upward movements Iofthe barriers are, therefore,accompanied by the entraffic signals i'hi and 16, and the bells H0 andi2v where utilized. The barriers remain in projected positioin as longas the control relay XE remains de-energized, and by reference to Fig.'9, it will be appreciated also that the warning signal system alsoremains in operation as long as the contacts XRI and XE2 remain closed.

As further described in the just identified Y co-pending application,the control relay XE may become momentarily de-energ'ized, the period ofde-energization being insuicient to alllowv the barriers to reach afully elevated position.l Such momentary periods of de-energization mayresult, for example, where switching operations are in progress and avehiclev momentarily enters a track section and then retires therefrom.The arrangement ofthe barriers is such that it is desirable that eachbar-` rier, after having initiated an lupwardV move'-l ment, completesuch upward movement and pass through an entire conventional operatingcycle. Similarly, it is desirable to ensure correct signal operationduring such operating cycle. To insure the above operation theelectrical controllers which constitute parts of the driving system areprovided with auxiliary contacts. In Fig. 9, the auxiliary contactassociated with the drive unit at one side of `the intersection isdesignated C5 and the controller contact associated with the drive unitat the other side 0i the intersection is designated as CEA. Thecontroller E for actuating the Contact C5 is shown generally in Figure1, and the operating elements immediately associated f with the contactC5 are shown in Figure 1A. 7

The controller and the corresponding contacts associated therewith aredescribed in complete detail in the previously identified copendingSerial No. 109,941, but for the purposes of the present disclosure it issufficient to note that the controller |80 is of the drum type, having arotatable shaft |82, which is driven through a chain |83 in timedrelation to the raising and lowering movements of the barrier. As isshown in Figure 1A, the shaft |82 is provided with a cam |84, which isdisposed to bear against a contact finger |86, which is supported uponan insulating block |92 associated with the housing. The finger |86 anda corresponding finger |88, stationarily mounted on a block |90, carrythe contact elements which are designated CS. The form and dispositionof the cam |82 is such that the contacts C5 are maintained in openposition when the barrier is in its retracted, or normal, position, butare allowed to close after a slight initial elevating movement of thebarrier. The contacts CS remain closed until, after having reached thefully elevated position, the barrier starts downwardly again towards theretracted position, and the contacts C5, therefore, remain closed solong as the barrier is in the fully elevated position.

As is set forth in detail in the above copending application Serial No.109,941, the controller |88 is preferably provided with additionalcontacts which, after being closed as a result of a slight elevatingmovement of the controller, are effective to maintain the barrier inoperation so as to complete the elevating movement thereof and so as tobring about a retracting movement thereof.

The contacts CS and CSA are shown as connected in parallel with eachother and with the control relay contacts XRZ. It will be seen,therefore, that even a momentary de-energization of the control relay XRsumcient to cause either of the barriers to move far enough to close thecontroller contacts C5 and CSA renders these contacts effective tomaintain the asher relay FL and the bells |10 and |12 in operation.After closure of either contact C5 and CSA, accordingly, are-energization of control relay XR, and a consequent re-opening ofcontact XRZ is without effect upon the operation of the fiasher relayFL, until such time as the barriers reach the maximum elevated positionand re-open the contacts C5 and CSA. It will be appreciated that if itis desired to maintain the flasher relay FL in operation until thebarriers have resumed a retracted position, the contacts CS and CSA maybe arranged to remain closed until such retracted position is reached.

Each of the barriers is also provided with a limit switch LS, all limitswitches at an intersection being connected in parallel with each otherand also connected to supply the traffic signals |74 and |16. The limitswitches are cross-connected through conductor |80 with contact XRI, andare thus also effective to supply the lamps 62, etc. through the asherrelay contacts. The limit switches LS are arranged to retain theassociated contacts normally in an open position, but to close suchcontacts after a small initial movement of the associated barrier, andretain the contact in the closed position until the barrier has passedthrough the remainder of its operating cycle and returned to theretracted position. It will be seen that the limit switch contacts, bybeing connected directly in parallel with the contact XRI of the since,so long as any of the barriers are in any i position except the fullyretracted position, vehicles approaching the intersection from eitherside thereof are warned that the barrier system is not in a fullycleared position. With the illustrated system, in which the signalopenings for the respective barriers are positioned in the barrierfaces, the intensity of the warning light transmitted from a particularbarrier towards an oncoming vehicle is, of course, considerably greaterwhen the corresponding barrier is in an elevated position than when suchbarrier is in the retracted position. It will be noted from Fig. 3, forexample, however, that the barrier lfaces are spaced inwardly somewhatfrom the front wall of the associated barrier casing 24 so that, evenwhen the barrier is in the fully retracted position, a part of the lighttransmitted through the corresponding signal openings is by diffusiondirected upwardly through the just-mentioned space. so diffused upwardlyis found in practice to be of suflicient intensity to inform approachingvehicles that the intersection is not in an entirely clear condition.Also, the warning bells |10 and |12 remain in operation until allbarriers have returned to their fully retracted positions and thussupplement the effect of the respective signal lights in giving warningto approaching vehicles.

As shown in Figs. 3 and 4, each of the limit switches LS may preferablycomprise a housing rigidly secured to the casing of the associatedbarrier by studs, such as |82A, and having a rotatable contact operatingarm |84A which extends outwardly of the casing, and is connected througha link |86A to the associated barrier 20. As will be appreciated, aprojecting or retracting movement of the associated barrier thus rotatesswitch arm |84A in either a clockwise or counter-clockwise direction tothereby correspondingly close or open the associated contacts.

Although specific embodiments of the present invention have beendescribed in detail, it will be appreciated that various changes in thestructure and arrangement of the elements may be made within the spiritand scope thereof.

What is claimed is:

1. In a protective system, a barrier of shell construction having a faceprovided with a signal opening, said barrier being positioned in ahighway for pivotal movement about a horizontal axis so as to move thesaid face of said barrier between a retracted position and a projectedposition above the level of said highway, a lens positioned in saidopening, a stationarily supported source of light for said lens, areflector carried by said barrier shell for cooperating with said lightsource and said lens, and means having a part thereof stationarilysupported and The part of the light having parts connected respectivelyto said reecto-r and to said barrier and operated by and in accordancewith the movements of said barrier for tilting said reflector relativeto said face during a movement of said barrier so as to control theangular relation in a vertical plane between said highway and a beam oflight from said source in accordance with the position of the barrier.

2. In a protective system, a barrier positioned in a highway for pivotalmovement about a horizontal axis so as to move a face of said barrierbetween a retracted position and a projected position above the level ofsaid highway, said face or" said barrier having a signal opening, a lenspositioned in said opening, a lstationarily supported source of lightfor said lens, a reector carried by said barrier for cooperating withsaid light source and said lens, means for pivotally supporting saidreflector upon said barrier, and means including a cam member and a camtrack member for tilting said reector'relative to said barrier so as tocontrol the angular relation in a vertical plane between the highway anda beam of light from said source in accordance with the movement of saidbarrier, one o1" said members being stationarily supported and the othermember being connected to the reflector.

3. In a protective system, a barrier positoned in a highway for pivotalmovement about a horizontal axis so as to move a face of said barrierbetween a retracted position and a projected position above the level ofsaid highway, said face of said barrier having a signal Opening, a lenspositioned in said opening, a stationarily supported source of light forsaid lens, a rerlector carried by said barrier for cooperating with saidlight source and said lens, means for pivotally supporting saidreflector upon said barrier, an arm connected to said reflector, andmeans including a. gear train having a stationarily supported part andconnected between said and said barrier for tilting said reectorrelative to said barrier during the movement of said barrier, so as tocontrol the angular relation in a vertical plane between the highway anda beam of light from said source.

In a protective system for an intersection having a plurality ofbarriers positioned at respectively opposite sides of said intersection,each whereof vis movable between a retracted position in which it doesnot interfere with travel thereover of vehicles and a projected positionin the path of such travel, an electrically responsive signal elementindividual to each of said barriers, and means including circuitconnections and switch mechanism responsiveto a predetermined projectedposition of any of said barriers for controlling the said signalelements for all of said barriers.

JAMES MOORE EVANS.

